WO2018066118A1 - Road condition management program, road condition management device, and road condition management method - Google Patents

Abstract

A road condition management program in which a computer executes processing for obtaining first and second information which is road condition information, and manages said information per unit of road to be managed, the road condition management program being characterized in that the computer also executes reliability assessment processing for assessing the reliability of the most recent information around the date and time at which the most recent first and/or second information is obtained, by determining whether or not other information correlated with the most recent information has significantly changed, and/or determining whether or not other information correlated with the most recent information was obtained after the date and time at which the most recent information was obtained.

Description

Road condition management program, road condition management apparatus, and road condition management method

The present invention relates to a road condition management program, a road condition management apparatus, and a road condition management method.

Judgment of when to perform road repair work is based on the result of measuring road conditions such as cracks on the road as an indicator of road conditions. To measure the road condition for all roads requires enormous time, labor and cost, and it may be difficult to cope with depending on the region.

Therefore, a road condition measurement method is proposed in which the flatness of the road is simply measured, the location where the result is bad is selected, and the number of measurement locations of the road state that requires enormous time and cost is reduced. (For example, refer to Patent Document 1).

In order to determine the road condition more accurately, not only the flatness of the road, but also a cavity under the road surface, an accessory installed on a road such as a manhole, vehicle operation information such as traffic volume, road It is necessary to acquire and consider road condition information such as repair history of the road or information on the road surface under the road surface.
However, the information on the road condition or the condition under the road surface of the road differs in the time, area, method, and place where the acquired information is stored by the country, local government, company, etc. The management unit, which is a unit for managing road conditions, is also different. For this reason, for the purpose of judging the timing of the repair work of the road, while obtaining and comparing each document and electronic data document in which the information on the road condition or the information on the road surface of the road is described Consideration is very troublesome, and it is difficult to confirm each information in time series, and there is a problem that the accuracy of the judgment is lowered. In addition, there is a problem in that it is difficult to determine when to perform the road repair work unless the person has specialized knowledge about the road repair work.

Japanese Patent Application Laid-Open No. 2015-176540

An object of the present invention is to provide a road condition management program capable of improving the reliability of information on a plurality of road conditions to be managed or information on a road surface condition.

In one aspect, the road condition management program acquires first information and second information, which are road condition information or road surface condition information, and manages each road management unit. In the road condition management program, the computer performs the processing to perform a correlation with the latest information before and after the acquisition date and time of the latest information of at least one of the first information and the second information. Determining whether other information has changed significantly and / or whether other information correlated with the latest information has been acquired after the acquisition date of the latest information; The computer is caused to execute a reliability evaluation process for evaluating the reliability of the latest information.

As one aspect, it is possible to provide a road condition management program capable of improving the reliability of information on a plurality of road conditions to be managed or information on the condition under the road surface of the road.

FIG. 1 is an explanatory diagram showing the configuration of a system including a road condition management device according to an embodiment of the present invention. FIG. 2 is an explanatory diagram illustrating an example of a functional configuration of the road state management device. FIG. 3 is a schematic diagram illustrating an example when setting a management unit on a road map. FIG. 4 is an explanatory diagram illustrating an example in which the management unit information generation unit allocates various types of information for each management unit. FIG. 5 is an explanatory diagram illustrating an example of a hardware configuration of the mobile terminal. FIG. 6 is an explanatory diagram illustrating an example of a functional configuration of the mobile terminal. FIG. 7 is an explanatory diagram illustrating an example of acceleration information stored in the acceleration information DB. FIG. 8 is an explanatory diagram illustrating an example of a hardware configuration of the road surface property measuring apparatus. FIG. 9 is an explanatory diagram showing an example of a functional configuration of the road surface property measuring apparatus. FIG. 10 is an explanatory diagram showing an example of crack information stored in the crack information DB. FIG. 11 is an explanatory diagram showing an example of the cavity information under the road surface of the road stored in the cavity information DB. FIG. 12 is an explanatory diagram illustrating an example of a hardware configuration of the operation monitoring apparatus. FIG. 13 is an explanatory diagram illustrating an example of a functional configuration of the operation monitoring apparatus. FIG. 14 is an explanatory diagram illustrating an example of operation information stored in the operation information DB. FIG. 15 is an explanatory diagram illustrating an example of a hardware configuration of a road state management device. FIG. 16 is an explanatory diagram illustrating an example of a functional configuration of a road state management device. FIG. 17 is an explanatory diagram of an example of management unit information stored in the management unit DB. FIG. 18 is a schematic diagram illustrating an example when setting a management unit on a road map. FIG. 19 is an explanatory diagram showing an example of accessory information stored in the accessory information DB. FIG. 20 is an explanatory diagram illustrating an example of repair history information stored in the repair history information DB. FIG. 21 is an explanatory diagram illustrating an example of a method for calculating DII. FIG. 22 is an explanatory diagram illustrating an example of the measurement result DB. FIG. 23 is an explanatory diagram illustrating an example of a method for obtaining position information of latitude and longitude from position information for each predetermined distance unit. FIG. 24 is an explanatory diagram illustrating an example in which the management unit information generation unit allocates various types of information for each management unit. FIG. 25 is an explanatory diagram illustrating an example of correlation in road state information or road surface condition information. FIG. 26 is a flowchart illustrating an example of a flow in which the display control unit performs control to display road state information or road surface state information on a road map road for each management unit. FIG. 27 is an explanatory diagram illustrating an example of a screen on which information on road conditions or information on conditions under a road surface is displayed.

Hereinafter, although one Example of this invention is described, this invention is not limited to this Example at all.
Note that the control performed by each part of the control means in the “road condition management device” (hereinafter sometimes referred to as “road management platform”, “road condition management server”, etc.) of the present invention is the “road condition management system” of the present invention. Therefore, the details of the “road condition management method” of the present invention will be clarified through the description of the “road condition management apparatus” of the present invention. The “road condition management program” of the present invention is realized as the “road condition management apparatus” of the present invention by using a computer or the like as a hardware resource. Details of the “road condition management program” of the present invention will be clarified through the description of the “device”.
In the road condition management program of the present invention, the first information and the second information, which are road condition information or road surface condition information, include, for example, road flatness information, road condition information, and the like. This includes, but is not limited to, crack information, cavity information under the road surface, information on accessories installed on the road, vehicle operation information, road repair history information, etc. It may be an amount.

(Road condition management device)
FIG. 1 is an explanatory diagram showing the configuration of a system including a road condition management apparatus 100 according to an embodiment of the present invention. The road condition management apparatus 100 has a built-in road condition management program. When the road condition management apparatus 100 is implemented, a road condition management method is implemented.
The road condition management device 100 is collected by different organizations at different times, regions, and methods, stored in different places, etc., and stored in different places in order to easily and accurately determine the timing of road repair work. This is a device that can manage a plurality of road state information or road surface condition information that is different from the management unit that is a unit for managing the road.

The road state management apparatus 100 constructs the road management platform based on information on management units (hereinafter referred to as “management unit information”), which is a unit for managing road conditions. That is, as road surface information, the road flatness information, the road crack information, the cavity information under the road surface, the accessory information installed on the road, the vehicle operation information, the road Since the repair history information, etc. are collected by different organizations in different units at different times and stored in different places, in order to manage the information indicating these road conditions, the road condition management It is necessary to allocate each management unit in the device 100. The management unit information generation unit 503 in the road information management apparatus 100 shown in FIG. 2 performs such information representing the road state, thereby managing various pieces of information representing the road state for each management unit. An integrated database can be generated. And, by updating the integrated database to be managed to the latest information and accumulating various information to construct the road management platform, various information can be displayed on the road map based on the road management platform. It becomes like this.

In the present embodiment, the first information and the second information, which are the information on the plurality of road conditions or the information on the road surface under the road surface, in the road condition management device 100 are the top and bottom of the traveling vehicle. The road “flatness information” calculated based on the acceleration information of the road, the road “crack information” transmitted from the road surface property measuring device 121, the “cavity information” under the road surface, and a number of vehicles such as trucks Vehicle operation information collected by the vehicle monitoring terminal mounted on the vehicle and transmitted from the operation monitoring device 130, and “accessory information” installed on roads such as manholes input from the road condition management device 100 And “repair history information” of the road. The road condition management device 100 allocates the road condition information or the road surface condition information for each management unit, and constructs the road management platform.

Information indicating the road state, that is, the road flatness information, the crack information of the road, the cavity information under the road surface, the accessory information installed on the road, the operation information of the vehicle, the road information of the road As shown in FIG. 1, the repair history information may be transmitted from the mobile terminal 111 or the like to the road condition management apparatus 100 via the network 140, such as a keyboard of the road condition management apparatus 100 or the like. You may make it input from an input-output part. In this embodiment, the road flatness information is the portable terminal 111 mounted on the patrol vehicle 110, the “crack information” and the “cavity information” are the road surface property measuring device 121 mounted on the road surface property measuring vehicle 120, and “operation information”. The operation monitoring device 130, “accessory information”, and “repair history information” are input by a road administrator or the like.
In the present embodiment, information representing six types of road conditions, that is, the road flatness information, the road crack information, the cavity information under the road surface, the accessory information installed on the road, Although the example using the vehicle operation information and the road repair history information has been described, the present invention is not limited to this.

Here, the management unit is a unit for managing the road state, and is represented in a rectangle on the road of the road map as shown in FIG. 3, and the two vertexes (start point and end point) of the rectangle in the rectangle. It is defined by setting the position information of latitude and longitude. As a result, the road state can be displayed corresponding to the road in the road map for each management unit, and the road state can be grasped at a glance.
The rectangular range is not particularly limited and may be appropriately selected according to the purpose. For example, if the construction order unit is 100 m, the long side of the rectangular range is unified to 100 m. It may be set or may be set based on a distance marker (kilo post). When a vertical line exists on the road, it is preferable to set the management unit by dividing it by the vertical line.

Next, an outline of the road condition management apparatus 100 that processes the information on the road condition or the information on the road surface under the road surface will be described.

FIG. 2 is an explanatory diagram showing an example of a functional configuration of the road state management device 100. The road condition management device 100 includes a control unit 500, a storage unit 530, an input / output unit 540, and a communication unit 550.

Next, a description will be given of the control means 500 that processes various information on the input road condition or various information on the received road condition.

<< Control means >>
The control unit 500 includes a calculation unit 501, a conversion unit 502, a management unit information generation unit 503, a reliability evaluation unit 504, and a display control unit 505.
Next, among the units of the control unit 500, a management unit information generation unit 503 that allocates various types of road state information for each management unit will be described.

-Management unit information generator-
The management unit information generation unit 503 acquires the first information and the second information, which are the information on the road condition or the information on the road surface under the road, and the acquired first information and the second information Is converted into information corresponding to the same management unit set as a road management unit. In other words, the information indicating the road condition such as the road flatness information, the crack information of the road, or the information under the road surface of the road is often collected in a unit different from the management unit. In such a case, the management unit information generation unit 503 acquires the first information and the second information associated with position information different from the management unit, and allocates the management information to each management unit. A process of generating information for each management unit is performed.
Further, the management unit information generation unit 503 receives designation of a road, and regarding a plurality of road sections obtained by dividing the designated road by a unit designated as a road management unit, the state of the road or the road Processing for requesting input of information under the road surface and storing the input road state information or road surface state information in association with the corresponding road section of the plurality of road sections in the storage means I do. In this case, the management unit for inputting information may be set in advance or may be set each time, and the information input request is an input request to a predetermined screen. Alternatively, it may be an input request to Excel data or the like, and a free format can be adopted according to the purpose.
In the following, when the information indicating the road state such as the road flatness information and the road crack information is collected in a unit different from the management unit, the information indicating the road state or Based on the position information associated with the information below the road surface of the road, the management unit information generation unit 503 allocates information representing these road conditions for each management unit, that is, the acquired first information and A case where a conversion process for converting the second information into information corresponding to the same management unit set as a road management unit will be described. In this case, the management unit information generation unit 503 converts the information indicating the various road states that have been converted into the position information of latitude and longitude by the conversion unit 502 to match the position information, and the “start point and end point” of the latitude and longitude. Allocation is performed for each management unit defined in (1).

FIG. 4 is an explanatory diagram showing an example in which the management unit information generation unit 503 allocates information representing various road conditions for each management unit. The lower part of FIG. 4 represents the management unit in the road condition management apparatus 100 according to the present embodiment. The middle part of FIG. 4 shows the crack information of the road collected in units of roads every 100 m, which is different from the management unit. The upper part of FIG. 4 shows the operation information of the vehicle in units such as a range from the intersection to the intersection. As is clear from FIG. 4, the crack information on the middle road, the operation information on the vehicle on the upper stage, and the like are units different from the management unit in the road state management apparatus 100 according to the present embodiment. Exists as information. Therefore, as shown in FIG. 2, the position information is converted into position information of latitude and longitude by the conversion unit 502, and then the management unit information generation unit 503 performs the management unit information based on the position information of latitude and longitude. The information can be allocated to

As described above, information on a plurality of road conditions or under the road surface of a road, which is collected by different organizations at different times, regions and methods, stored in different places, etc., and also has different management units as a unit for managing the road conditions. Even if it is information on the state of the road, even if it is information on a plurality of road states associated with different position information or information on the state of the road under the road surface by allocating for each management unit, Information or information on the state of the road surface can be managed.

-Reliability Evaluation Department-
The reliability evaluation unit 504 determines the reliability of other information on the basis of one information for information correlated among the plurality of road condition information or the road surface condition information stored in the storage means. To evaluate.

FIG. 25 is an explanatory diagram showing a correlation in the road condition information or the road surface condition information. The crack information of the road has a correlation with the flatness information of the road, the information of accessories installed on the road, and the repair history information of the road. The cavity information under the road surface of the road has a correlation with the repair history information of the road.

For example, regarding the correlation between the crack information on the road and the repair history information on the road, if the crack is repaired, including the crack information on the road before the repair date, the crack is repaired. Therefore, the crack condition is badly evaluated, and the reliability of the crack information on the road is lowered. For this reason, the reliability evaluation unit 504 determines whether or not the repair history information of the road has been acquired after the acquisition date of the latest crack information of the road, and the reliability of the latest crack information of the road is determined. If the reliability of the latest crack information on the road is evaluated to be low, the crack information on the road acquired before the acquisition date of the latest repair history information on the road should not be used. , A decrease in reliability of crack information on the road can be suppressed.

Further, it is determined whether the repair history information of the road has been acquired after the latest acquisition date of the cavity information under the road surface of the road, and the reliability of the cavity information under the road surface of the road is evaluated. When the reliability of the cavity information under the road surface of the road is evaluated to be low, the cavity information under the road surface of the road acquired before the acquisition date of the latest repair history information of the road should not be used. Thus, the reliability of the information for managing the road condition can be improved.

Here, the management unit information generation unit 503 assigns the management unit to each management unit, and the information indicating the road state includes the road flatness information, the road crack information, the cavity information under the road surface, There are accessory information installed on the road, operation information of the vehicle, repair history information of the road, etc., and how these information are obtained will be described.
The road flatness information is obtained from a portable terminal 111 or the like mounted on the patrol vehicle 110, and the road crack information and the cavity information below the road surface are obtained from the road surface property measurement vehicle 120. The operation information of the vehicle is collected by the operation monitoring device 130 or the like by 121 or the like. These will be described below.

<Patrol vehicle>
The patrol vehicle 110 is a vehicle for patroling the road state, and travels daily on all roads including the road to be patroled. The mobile terminal 111 mounted on the patrol vehicle 110 is a three-axis (up / down, left / right, front / rear) acceleration for the purpose of capturing vibrations of the patrol vehicle 110 caused by road surface deterioration such as dents, ridges, and cracks on the road. Measure.
The portable terminal 111 acquires position information of latitude and longitude in synchronization with the measurement of the acceleration, and associates the position information with the measurement value of the acceleration and transmits them to the road condition management apparatus 100.
Therefore, in the present embodiment, the acceleration measurement value obtained by the portable terminal 111 mounted on the patrol vehicle 110 is acquired in association with the position information of latitude and longitude.
Examples of the mobile terminal 111 include smart devices such as smartphones and tablets having an acceleration sensor unit and a GPS (Global Positioning System) unit.
In the present embodiment, the acceleration measurement value and the latitude and longitude position information are acquired by the mobile terminal 111 mounted on the patrol vehicle 110. However, the present invention is not limited to this, and the vehicle travels on the road. Any device can be used as long as it can acquire acceleration measurement values and latitude and longitude position information.

<Road surface property measurement vehicle>
The road surface property measuring vehicle 120 is a vehicle for measuring the road cracks and the road condition of the hollow under the road surface, and travels on the road to be inspected about once every several years.
The road surface property measuring apparatus 121 mounted on the road surface property measuring vehicle 120 acquires crack information by dividing and processing the road surface images taken using a digital video camera every 100 m. Moreover, the road surface property measuring apparatus 121 acquires the cavity information under the road surface of the road by searching the road surface and performing image processing by dividing the obtained search image every 100 m. The road surface property measuring device 121 acquires the position information of latitude and longitude at the start point and end point of the road divided every 100 m, and manages the road state in association with the crack information of the road and the cavity information under the road surface of the road. Transmit to device 100.
Therefore, in this embodiment, the crack information on the road and the cavity information below the road surface obtained by the road surface property measuring vehicle 120 are managed every 100 m.

In this embodiment, the road surface property measuring vehicle 120 acquires the crack information of the road and the cavity information under the road surface of the road. However, the present invention is not limited thereto, and the cavity information under the road surface of the road is obtained. You may acquire separately with the vehicle carrying the exploration apparatus by a microwave. Moreover, although the crack information of the road and the cavity information under the road surface of the road are managed every 100 m, the present invention is not limited to this, and may be managed by different distances and indices.

<Operation monitoring device>
The operation monitoring device 130 is a device that collects operation information of a large number of vehicles such as trucks equipped with vehicle monitoring terminals every day and monitors the operation state of each vehicle. The operation monitoring device 130 receives probe information transmitted for each range from the intersection to the intersection from a vehicle equipped with a digital tachograph. The probe information includes information such as the speed and acceleration of the vehicle, and the operation monitoring device 130 determines the average speed, the number of sudden brakings, etc. based on the probe information received from the vehicle monitoring terminal. Operation information is generated, and the operation information is stored in the operation information database 431 for each range from the intersection to the intersection. Hereinafter, the database may be referred to as “DB”.
Therefore, in this embodiment, the operation information DB 431 included in the operation monitoring device 130 manages the operation information for each range from the intersection to the intersection.
Information indicating the range from the intersection to the intersection may be referred to as “link information”.

Next, the details of the road condition management system of this embodiment will be described.

<< Hardware configuration of mobile terminal >>
FIG. 5 is an explanatory diagram illustrating an example of a hardware configuration of the mobile terminal 111. As shown in FIG. 5, the mobile terminal 111 includes a control unit 200, an acceleration sensor unit 210, a GPS unit 220, a storage unit 230, and a communication unit 240.

The acceleration sensor unit 210 measures acceleration based on an instruction from the control means 200.
The acceleration sensor unit 210 is not particularly limited as long as vertical acceleration can be measured, and can be appropriately selected according to the purpose, but is preferably capable of measuring triaxial acceleration. If the acceleration sensor unit 210 can measure three-axis acceleration, it is possible to obtain a variation with respect to a measured value of vertical acceleration due to a change in speed or a curve from measured values of longitudinal and lateral acceleration. Then, the measured value of the vertical acceleration corrected using the variation can be close to the measured value of the vertical acceleration that captures only the vibration caused by the deterioration of the road surface.

The GPS unit 220 acquires the position information of the latitude and longitude of the mobile terminal 111 based on an instruction from the control unit 200.
The storage unit 230 stores the acceleration information acquired by the acceleration sensor unit 210 and the GPS unit 220 based on an instruction from the control unit 200.
The communication unit 240 transmits the acceleration information stored in the storage unit 230 to the road state management device 100 based on an instruction from the control unit 200.

The control unit 200 executes various programs stored in the storage unit 230 and controls the entire portable terminal 111. An example of the control means 200 is a CPU (Central Processing Unit).

<< Functional configuration of mobile terminal >>
FIG. 6 is an explanatory diagram illustrating an example of a functional configuration of the mobile terminal 111. As illustrated in FIG. 6, the mobile terminal 111 includes a control unit 200, a storage unit 230, and a communication unit 240.

The control unit 200 includes an acceleration acquisition unit 201, a position information acquisition unit 202, and a storage control unit 203.

The acceleration acquisition unit 201 and the position information acquisition unit 202 cause the acceleration sensor unit 210 to measure triaxial acceleration while synchronizing with a predetermined cycle, and cause the GPS unit 220 to acquire position information of latitude and longitude.
The storage control unit 203 uses the acceleration information DB 231 of the storage unit 230 as the acceleration information in which the measured values of the triaxial acceleration, the positional information of the latitude and longitude acquired in synchronization with the measurement of the acceleration, and the acquired date are associated with each other. Remember me.

The communication unit 240 transmits the acceleration information stored in the acceleration information DB 231 to the road state management device 100 based on an instruction from the control unit 200.

FIG. 7 is an explanatory diagram showing an example of acceleration information stored in the acceleration information DB. As shown in FIG. 7, the acceleration information stored in the acceleration information DB 231 includes items of “acquisition date, latitude position information, longitude position information, vertical acceleration, longitudinal acceleration, lateral acceleration”.

The “acquisition date” is a date on which the patrol vehicle 110 on which the mobile terminal 111 is mounted is patroled and the acceleration information is acquired by the acceleration sensor unit 210 and the GPS unit 220.
“Latitude position information” and “longitude position information” are the latitude and longitude position information acquired by the GPS unit 220.
“Vertical acceleration” is a measured value of acceleration in the vertical direction measured by the acceleration sensor unit 210.
“Front-back acceleration” is a measured value of acceleration in the traveling direction of the patrol vehicle 110 measured by the acceleration sensor unit 210.
“Left and right acceleration” is a measured value of acceleration in a direction orthogonal to the traveling direction of the patrol vehicle 110 measured by the acceleration sensor unit 210.

<< Hardware configuration of road surface texture measuring device >>
FIG. 8 is an explanatory diagram illustrating an example of a hardware configuration of the road surface property measuring apparatus 121. As shown in FIG. 8, the road surface property measuring apparatus 121 includes a control unit 300, a road surface imaging unit 310, a cavity exploration unit 320, a GPS unit 330, a storage unit 340, and a communication unit 350.
The control unit 300, the GPS unit 330, the storage unit 340, and the communication unit 350 are the same as the control unit 200, the GPS unit 220, the storage unit 230, and the communication unit 240 of the mobile terminal 111 shown in FIG. The description is omitted.

The road surface photographing unit 310 photographs the road surface image using a digital video camera or the like based on an instruction from the control means 300.
The cavity exploration unit 320 takes an exploration image under the road surface using a microwave or the like based on an instruction from the control means 300.

<< Functional configuration of road surface property measuring device >>
FIG. 9 is an explanatory diagram illustrating an example of a functional configuration of the road surface property measuring apparatus 121. As shown in FIG. 9, the road surface property measuring apparatus 121 includes a control unit 300, a storage unit 340, and a communication unit 350.

The control means 300 includes a crack analysis unit 301, a cavity analysis unit 302, a position information acquisition unit 303, and a storage control unit 304.

The crack analysis unit 301 performs image analysis on the road surface image photographed by the road surface photographing unit 310 to obtain information on the presence / absence of a crack, the crack rate, the presence / absence of a turtle shell crack, and the crack rate of the turtle shell.
The cavity analysis unit 302 performs image analysis on the search image captured by the cavity search unit 320 and obtains information on the presence / absence of a cavity, the maximum diameter of the cavity, the maximum depth of the cavity, and the number of cavities.
The position information acquisition unit 303 acquires position information of latitude and longitude at the start and end points of the road divided by the GPS unit 330 every 100 m.

The storage control unit 304 associates the information obtained by image analysis by the crack analysis unit 301 with the position information of the latitude and longitude at the start and end points of the road divided every 100 m, the shooting date and the analyzed date. The crack information is stored in the crack information DB 341 of the storage unit 340.
Further, the storage control unit 304, like the road crack information, in the information obtained by the image analysis by the cavity analysis unit 302, the position information of the latitude and longitude at the start and end points of the road divided every 100 m, The cavity information under the road surface of the road in which the captured date and the analyzed date are associated with each other is stored in the cavity information DB 342 of the storage unit 340.

The communication unit 350 transmits the acceleration information stored in the crack information DB 341 to the road state management device 100 based on an instruction from the control unit 300. Based on an instruction from the control unit 300, the communication unit 350 transmits the cavity information under the road surface of the road stored in the cavity information DB 342 to the road state management device 100.

FIG. 10 is an explanatory diagram showing an example of crack information stored in the crack information DB. As shown in FIG. 10, the crack information of the road stored in the crack information DB is “shooting date, analysis date, latitude position information, longitude position information, crack presence, crack rate, tortoiseshell crack presence, tortoiseshell cracking, Includes "rate" items.

The “shooting date” is the date when the road surface image is shot by the road surface shooting unit 310.
“Analysis date” is the date on which the road surface image is processed and analyzed by the crack analysis unit 301.
“Latitude position information” and “longitude position information” are position information of latitude and longitude at the start and end points of the road divided every 100 m.
“Crack presence / absence” is whether or not there is a crack on the road surface as a result of image processing of the road surface image by the crack analysis unit 301, and is “1” when it is present, “0” when it is not present. Is entered.
The “crack rate” is a value obtained from the result of image processing of the road surface image by the crack analysis unit 301 based on a conventionally used MCI (Maintenance Control Index) standard.
The “presence / absence of turtle shell crack” is whether or not a turtle crack is present on the road surface as a result of image processing of the road surface image by the crack analysis unit 301, and is “1” when it is present, “0” when it is not present. Is entered. The tortoiseshell crack means a crack in which linear cracks generated in the initial stage are developed and joined together to form a closed tortoiseshell shape.
The “turtle shell crack rate” is a value obtained by limiting the MCI standard to the tortoise crack from the result of image processing of the road surface image by the crack analysis unit 301.

FIG. 11 is an explanatory diagram showing an example of cavity information below the road surface of the road stored in the cavity information DB. As shown in FIG. 11, the cavity information under the road surface of the road stored in the cavity information DB 342 is “shooting date, analysis date, position information of latitude, position information of longitude, presence / absence of cavity, maximum diameter of cavity, cavity "Maximum depth, number of cavities".

The “shooting date” is the date when the exploration image is taken by the cavity exploration unit 320.
“Analysis date” is the date when the exploration image is processed and analyzed by the cavity analysis unit 302.
“Latitude position information” and “longitude position information” are position information of latitude and longitude at the start and end points of the road divided by 100 m acquired by the GPS unit 330.
“Cavity presence / absence” indicates whether or not there is a cavity on the road surface as a result of image processing of the exploration image by the cavity analysis unit 302, and is “1” when it exists, “0” when it does not exist. Is entered.
The “maximum cavity diameter”, “maximum cavity depth”, and “number of cavities” are values obtained from the result of image processing of the search image by the cavity analysis unit 302.

<< Hardware configuration of operation monitoring device >>
FIG. 12 is an explanatory diagram illustrating an example of a hardware configuration of the operation monitoring device 130. As shown in FIG. 12, the operation monitoring device 130 includes a control unit 400, a ROM (Read Only Memory) 410, a RAM (Random Access Memory) 420, a storage unit 430, an input / output unit 440, and a communication unit 450. And have. Note that the units of the operation monitoring device 130 are communicably connected via the bus 460.

The ROM 410 stores various programs, data, and the like necessary for the control unit 400 to execute the various programs stored in the storage unit 430. Specifically, a boot program such as BIOS (Basic Input / Output System) or EFI (Extensible Firmware Interface) is stored.

The RAM 420 is a main storage device, and functions as a work area that is expanded when various programs stored in the storage unit 430 are executed by the control unit 400. Examples of the RAM 420 include a DRAM (Dynamic Random Access Memory), an SRAM (Static Random Access Memory), and the like.

The storage unit 430 has an operation information DB 431, and stores various programs installed in the operation monitoring device 130, data generated by executing the program, and the like based on instructions from the control unit 400.

The input / output means 440 receives various instructions for the operation monitoring device 130. The input / output unit 440 displays the internal state of the operation monitoring device 130.

The communication unit 450 receives operation information wirelessly from an operation monitoring terminal mounted on each truck based on an instruction from the control unit 400. Further, the communication unit 450 transmits operation information to the road condition management device 100 via the network 140 based on an instruction from the control unit 400.

The control unit 400 executes various programs stored in the storage unit 430 and controls the operation monitoring apparatus 130 as a whole.
An example of the control unit 400 is a CPU.

<< Functional configuration of operation monitoring device >>
FIG. 13 is an explanatory diagram illustrating an example of a functional configuration of the operation monitoring device 130. As shown in FIG. 13, the operation monitoring apparatus 130 includes a control unit 400, a storage unit 430, and a communication unit 450.

The communication means 450 receives operation information from a vehicle monitoring terminal mounted on each vehicle. The control unit 400 stores the operation information received by the communication unit 450 in the operation information DB 431 included in the storage unit 430.
The operation information is information associated with the link information as position information, including items of a traffic history, an average speed, and the number of sudden brakings of each vehicle for each range indicated by the link information.

FIG. 14 is an explanatory diagram showing an example of operation information stored in the operation information DB 431. As shown in FIG. 14, the operation monitoring device 130 acquires “measurement period, link information, traffic volume, average speed, number of sudden braking” in association with the operation information. It is preferable that the operation information is acquired separately according to the vehicle type classification from an oversized vehicle to a small vehicle. FIG. 14 shows the operation information of an oversized vehicle as an example.

In the “measurement period”, the “start date” is the date when the measurement is started, and the “end date” is the date when the measurement is finished.
“Link information” is information indicating a range from the intersection to the intersection, and is position information (latitude and longitude) of two vertexes in the range indicated by the rectangle on the road map.
The “traffic volume” is the number of vehicles that have passed the range indicated by the link information during the measurement period.
“Average speed” is the average speed of a vehicle that has passed the range indicated by the link information during the measurement period.
The “number of sudden braking” is the number of times sudden braking was applied during the measurement period in the range indicated by the link information.

<Hardware configuration of road condition management device>
FIG. 15 is an explanatory diagram illustrating an example of a hardware configuration of the road state management device 100. As shown in FIG. 15, the road condition management device 100 includes a control unit 500, a ROM 510, a RAM 520, a storage unit 530, an input / output unit 540, and a communication unit 550. Each means of the road condition management device 100 is connected to be communicable via a bus 560.

The ROM 510 stores various programs, data, and the like necessary for the control unit 500 to execute the various programs stored in the storage unit 530.
The RAM 520 is a main storage device, and functions as a work area that is developed when various programs stored in the storage unit 530 are executed by the control unit 500. Examples of the RAM 520 include a DRAM and an SRAM.
The storage unit 530 stores various programs installed in the road state management apparatus 100, data generated by executing the programs, and the like based on instructions from the control unit 500.

The input / output means 540 accepts various instructions to the road condition management device 100. The input / output means 540 displays the internal state of the road state management device 100.

The communication unit 550 receives various information from the portable terminal 111, the road surface property measuring device 121, the operation monitoring device 130, and the road condition management device 100 based on an instruction from the control unit 500.
In this embodiment, the communication unit 450 receives various types of information based on an instruction from the control unit 500, but may output an instruction to transmit various types of information from each unit via the network 140.

The control unit 500 executes various programs stored in the storage unit 530 and controls the entire road state management device 100. An example of the control unit 500 is a CPU.

<Functional configuration of road condition management device>
FIG. 16 is an explanatory diagram illustrating an example of a functional configuration of the road state management device 100. As shown in FIG. 16, the road condition management device 100 includes a control unit 500, a storage unit 530, an input / output unit 540, and a communication unit 550.
The storage unit 530 includes a management unit DB 531, a management unit information generation result DB 532, a measurement result DB 533, a conversion result DB 534, a reliability evaluation result DB 535, an accessory information DB 536, and a repair history information DB 537. . The information stored in each DB will be referred to while describing each means in the road condition management apparatus 100.

<< Input / output means >>
The input / output means 540 can input various information. In this embodiment, the input / output means 540 inputs the management unit information, information on accessories installed on the road, and repair history information on the road.

FIG. 17 is an explanatory diagram showing an example of management unit information stored in the management unit DB. As shown in FIG. 17, the management unit DB 531 stores “road manager identification ID, route number, position information of latitude and longitude of two vertexes” in association with each other as the management unit information.

The “road manager identification ID” is an identifier that identifies the road manager. Examples of the road manager include road managers of national road offices and prefectures.
“Route number” is an identifier that uniquely identifies a road.
“Position information of latitude and longitude of two pairs of vertices” defines the range of the management unit by setting “start point” and “end point”. As the setting of the position information of the latitude and longitude of two pairs of vertices, the “start point” is position information indicating the start position of the management unit, and is specified by the latitude and longitude. “End point” is position information indicating the end position of the management unit, and is specified by latitude and longitude.

By setting the management unit information in this way, as shown in FIG. 18, the management unit on the road identified by “route number = M2” of “road manager identification ID = M1” in FIG. This is a rectangular range of a start point (latitude M3, longitude M4) and an end point (latitude M5, longitude M6).

It is preferable that the management unit information is set based on road map information.

FIG. 19 is an explanatory diagram showing an example of accessory information stored in the accessory information DB. As shown in FIG. 19, the accessory information DB 536 corresponds to “accessory number, installation date, installer code, accessory name, accessory type code, accessory attribute” as accessory information installed on the road. Add and remember.

The “accessory number” is a serial number of the accessory installed on the road related to the management unit.
“Installation date” is the date on which the accessory is installed.
The “installer code” is an identifier of the person who installed the accessory.
“Accessory name” is the name of the accessory such as a manhole.
“Accessory type code” is an identifier for identifying the type of the accessory.
The “attachment attribute” is the length, size, etc. of the accessory.

FIG. 20 is an explanatory diagram showing an example of repair history information stored in the repair history information DB. As shown in FIG. 20, the repair history information DB 537 associates “repair completion date, repair target code, execution method type code, construction contractor code, used material code, used material manufacturer code” as the repair history information. Remember.

“Repair completion date” is the date when road repair is completed.
The “repair target code” is an identifier of the repaired layer.
The “implementation method type code” is an identifier of the type of construction method that has been repaired.
The “construction contractor code” is an identifier of the person who contracted the construction.
“Used material code” is an identifier of a material used for repair.
The “used material manufacturer code” is an identifier of the material manufacturer used for repair.

<< Communication means >>
Based on an instruction from the control unit 500, the communication unit 550 transmits the acceleration information, the crack information on the road, the cavity information below the road surface of the road, and the information from the mobile terminal 111, the road surface property measuring device 121, and the operation monitoring device 130. Receive operation information.
At the time of receiving these information, in order to identify the source, at the time of reception, using a known electronic signature technology, etc., at least that it is the correct information creator and that the information has not been tampered with It is preferable to check any of them, and it is more preferable to manage the information transmission / reception deadline and not accept information after a predetermined time limit.
Note that the communication unit 550 may receive these pieces of information as needed, and may be manually collected from the portable terminal 111, the road surface property measuring device 121, and the operation monitoring device 130 by a user or the like.

<< Control means >>
The control unit 500 includes a calculation unit 501, a conversion unit 502, a management unit information generation unit 503, a reliability evaluation unit 504, and a display control unit 505. As the control means 500, for example, a processor such as a CPU can be cited, and the processing of the entire road condition management device 100 is executed. The processor that executes the software is hardware.

-Calculation part-
The calculation unit 501 calculates the road flatness information based on the acceleration information acquired by the mobile terminal 111. The calculation unit 501 stores the calculated road flatness information in the management unit information generation result DB 532 for each management unit.

The road flatness information is calculated based on the acceleration information measured daily by the mobile terminal 111 mounted on the patrol vehicle 110, and is not particularly limited as long as the road flatness is indexed. For example, the MCI, IRI (International Roughness Index), and DII (Determination Information Index) (registered trademark, Fujitsu Limited) can be used.
In the present embodiment, the calculating unit 501 calculates the DII as the road flatness information.

--- DII--
The DII is based on the idea that when the acceleration is measured by the three-axis acceleration sensor of the portable terminal 111, the patrol vehicle 110 is greatly shaken at a point where the fluctuation of the vertical acceleration is large and the road surface property is deteriorated. Calculated.

In the DII calculation method, first, a point where the fluctuation of the measured value of the vertical acceleration is large is extracted. Next, the speed change and the fluctuation due to the curve are corrected with reference to the longitudinal and lateral acceleration at the extracted point, and the fluctuation of the measured value of the vertical acceleration is scored. Since acceleration is simply measured, in order to ensure the reliability as information, the average of points for each management unit is obtained from the points obtained by measuring the acceleration a plurality of times, and the DII is calculated.

FIG. 21 is an explanatory diagram illustrating an example of a method for calculating DII. FIG. 21 shows the first to Nth measurement results of fluctuations in the vertical acceleration in the management units 1 to 5, and the positions of the square symbols surrounded by dotted lines represent points where the acceleration fluctuations are large. Yes. The shading of the symbol represents the acceleration fluctuation level, and is scored according to the fluctuation level.
The DII is an average calculated by scoring the first to Nth measurement results for each management unit. For this reason, the DII is large in the management unit in which there are many symbols having a large acceleration fluctuation level.
In the present embodiment, the calculation unit 501 stores the calculated DII in the management unit information generation result DB 532 for each management unit.

-Conversion unit-
The conversion unit 502 converts position information different from the management unit into position information of latitude and longitude. Specifically, the conversion unit 502 receives information managed by position information defined differently from the management unit, stores the information in the measurement result DB 533 as shown in FIG. 22, and stores information other than the latitude and longitude position information. The information associated with the position information is converted into latitude and longitude position information and stored in the conversion result DB 534. For example, for the operation information stored in the operation information DB 431, the conversion unit 502 stores the position information in the conversion result DB 534 after converting the link information into latitude and longitude position information because the position information is the link information. Let
In addition, if it is the information for every said management unit, the conversion part 502 will be memorize | stored in the conversion result DB534 as it is, without converting into the positional information on a latitude and longitude, after memorize | storing in measurement result DB533.

More specifically, the conversion unit 502 converts position information other than the position information of latitude and longitude into position information of latitude and longitude, and divides or combines the measurement results associated with the position information to obtain the latitude and longitude. Is converted into information associated with the position information. For example, the conversion unit 502 specifies the position information of the center latitude and longitude from the intersection specified by the link information to the position information of the specified latitude and longitude.

For example, when converting the crack information of the road every 100 m measured by the road surface property measuring device 121, the conversion unit 502 is not a link unit, but a distance unit that is long to some extent. Based on the position information of the latitude and longitude of the end point, it is divided by an arbitrary length and stored with the position information of the latitude and longitude.

FIG. 23 is an explanatory diagram showing an example of a method for obtaining position information of latitude and longitude from position information for each predetermined distance unit. As shown in FIG. 23, when the position information is managed by coordinates (latitude and longitude) from the start point (x1, y1) to the end point (x2, y2), the conversion unit 502 displays the start point and end point on the latitude. The distance is divided for each latitude xd, and the measurement result from the start point to the end point is also divided by the division number by latitude. FIG. 23 shows an example in which the distance is divided into 11 pieces. For example, when position information (x, y) in (a) in FIG. 23 is obtained, (x1 + xd × 3, y1 + (y2−y1) / 10 × 3). Further, when the distance is divided into 11 at the latitude xd, the conversion unit 502 also divides the measurement result into 11, and associates the position information of each latitude and longitude obtained by the division with the divided measurement results. Information

For example, it is possible to simply divide when it is a cumulative number such as the number of sudden braking, but it is not possible to divide it when it is an image. In this case, the image captured at the position coordinates is associated with the divided pieces of position information (position information of latitude and longitude). For example, in FIG. 23, an image captured from the start point to the end point is associated with each of the 11 pieces of position information (latitude and longitude position information).

-Management unit information generator-
Returning to FIG. 2, the management unit information generation unit 503 allocates, for each management unit, a plurality of road state information or road surface state information associated with position information different from the management unit. Specifically, the management unit information generation unit 503 defines various information obtained by converting the position information to the latitude and longitude position information by the conversion unit 502 with the “start point and end point” of the latitude and longitude. Allocation is performed for each management unit and is stored in the management unit information generation result DB 532.

FIG. 24 is an explanatory diagram showing an example in which the management unit information generation unit 503 allocates various types of information for each management unit. As shown in FIG. 24, the management unit information generation unit 503 may be information having position information for each link range in a range from an intersection to an intersection, or information having position information for every 100 m, Since the position information is converted into the position information of latitude and longitude by the conversion unit 502, the information can be allocated for each management unit based on the position information of latitude and longitude.

As described above, even when a plurality of road state information managed by position information defined differently from the management unit or a road surface state information is received, the plurality of road state information or roads By allocating the information on the state of the road surface for each of the management units, the information on the road state can be obtained even if the information is a plurality of road state information associated with different position information or information on the road surface state of the road. Alternatively, it is possible to manage information on the state information under the road surface.

-Reliability Evaluation Department-
The reliability evaluation unit 504 evaluates the reliability of other information based on one piece of information that correlates with each other out of the plurality of pieces of road state information or the road surface state information.

FIG. 25 is an explanatory diagram showing an example of the correlation in the road condition information or the road surface condition information. As shown in FIG. 25, the road crack information has a correlation with the road flatness information, the accessory information installed on the road, and the road repair history information. The cavity information under the road surface of the road has a correlation with the repair history information of the road. Below, the correlation of each specific information is demonstrated.

The correlation between the crack information on the road and the flatness information on the road will be described.
Since the crack progresses, when the acceleration information is newly acquired and the DII is calculated, it is considered that something has been changed if the latest DII is smaller than the previous DII value. At this time, it is possible to suppress a decrease in reliability of the crack information on the road by issuing an alarm such as issuing an instruction to confirm the repair history information on the road.

The correlation between the crack information on the road and the accessory information installed on the road will be described.
When a manhole is newly installed and the information on accessories installed on the road is updated, the cracks on the road surface may be repaired, which may reduce the reliability of the road crack information. is there. For this reason, the crack information on the road after the date when the manhole is newly established is stored in the reliability evaluation result DB 535 based on the approval of the road manager so that information with low reliability is not used. It is preferable.

A correlation between the road crack information and the road repair history information will be described.
When cracks are repaired, including the crack information on the road before the repair date, the crack status is evaluated badly even though the road is repaired, and the reliability of the crack information on the road is reduced. End up. For this reason, referring to the repair history information of the road, information on cracks of the road after the repair date is stored in the reliability evaluation result DB 535 based on the approval of the road manager, and information with low reliability It is preferable not to use.

The correlation between the cavity information below the road surface and the repair history information of the road will be described.
Cavity information under the road surface of the road is such that when the road base is repaired and the road repair history information is updated, the cavity in the road base may also be repaired. May deteriorate. For this reason, processing is performed to store in the reliability evaluation result DB 535 the cavity information under the road surface of the road after the date and time when a manhole is newly established, based on the approval of the road manager, and information with low reliability is used. It is preferable to avoid such a situation.

Although information with low reliability is not used, information with low reliability stored in each DB of the storage unit 530 may be deleted, and information with low reliability may not be displayed. It is also possible to display the degree of reliability of information. Further, the basis for improving the data may be shown. Further, when information with low reliability is deleted, a warning requesting new information may be issued to a road manager or the like, and the crack information or the like may be updated on the road management platform as needed.

In this way, whether or not the road flatness information has changed significantly before and after the acquisition date of the latest crack information on the road and / or after the acquisition date of the latest crack information on the road. Determining whether at least one of the accessory information installed on the road and the repair history information of the road has been acquired, evaluating the reliability of the latest crack information on the road, and determining the latest road If it is evaluated that the reliability of the crack information of the road is low, use the crack information of the road acquired before the acquisition date and / or time of at least one of the latest information on accessories installed on the road and the repair history information of the road. By avoiding this, the reliability of information for managing road conditions can be improved.

Further, it is determined whether or not the repair history information of the road has been acquired after the acquisition date and time of the latest cavity information under the road surface, and the reliability of the cavity information under the road surface of the latest road is determined. If the reliability of the latest undercavity information on the road is evaluated to be low, do not use the undercavity information on the road acquired prior to the acquisition date of the latest repair history information on the road. By doing so, the reliability of the information which manages a road state can be improved.

-Display control unit-
The display control unit 505 performs control to display information on road conditions or information on conditions under the road surface on the road map for each management unit. In addition, the display control unit 505 can display a change with time on a user terminal or an operation management server, and transmits information related to the management unit to a vehicle traveling on the management unit to be displayed on the in-vehicle device. You can also

FIG. 26 is a flowchart showing an example of a flow in which the display control unit 505 performs control to display road state information or road surface state information on a road map road for each management unit. Control in which the display control unit 505 displays road condition information or road condition information below the road will be described with reference to the flowchart shown in FIG.

In step S101, the display control unit 505 designates a background color for each management unit based on the value of the DII that is the road flatness information. In the present embodiment, based on the value of DII, the color that fills the range indicating the management unit on the road map is displayed in five stages as follows, and the process proceeds to S102.
(1) DII is 0.0 or more and less than 1.0 Blue (2) DII is 1.0 or more and less than 3.0 Green (3) DII is 3.0 or more and less than 7.0 Orange (4) DII is 7. 0 or more but less than 11.0 Red (5) DII is 11.0 or more Purple In this example, the color of the range indicating the management unit on the road map is displayed in five stages. The steps may be increased or decreased without being done. In addition, the hue, saturation, and brightness can be adjusted for the color.

In step S102, the display control unit 505 determines whether or not the road crack information exists. If the display control unit 505 determines that the road crack information exists, the process proceeds to S103, and if the display control unit 505 determines that the road crack information does not exist, the display control unit 505 shifts the process to S104.

In step S103, the display control unit 505 displays the state of the crack in a pattern based on the crack information on the road. In the present embodiment, based on the crack information on the road, each management unit is displayed in three stages as follows, and the process proceeds to S104.
(1) No cracks Do not paint control units (2) Non-turtle shell cracks (linear cracks) Fill control units with diagonal lines (3) Tortoise shell cracks Fill control units with cross lines

In step S104, the display control unit 505 determines whether there is cavity information under the road surface of the road. If the display control unit 505 determines that there is cavity information below the road surface of the road, the display control unit 505 shifts the process to S105, and determines that there is no cavity information below the road surface of the road, shifts the process to S106.

In step S105, the display control unit 505 displays the presence / absence of a cavity based on the cavity information under the road surface of the road, and shifts the process to S106. In this embodiment, the presence / absence of a cavity is displayed by superimposing a black circle on the display of the management unit.

In step S106, the display control unit 505 determines whether or not the accessory information installed on the road exists. If the display control unit 505 determines that the accessory information installed on the road exists, the process proceeds to S107. If the display control unit 505 determines that the accessory information installed on the road does not exist, the display control unit 505 causes the process to proceed to S108.

In step S107, the display control unit 505 displays the presence / absence and type of an accessory based on the accessory information installed on the road, and shifts the process to S108.

In step S108, the display control unit 505 determines whether or not the vehicle operation information exists. If the display control unit 505 determines that the operation information of the vehicle exists, the display control unit 505 shifts the process to S109, and determines that the operation information of the vehicle does not exist, shifts the process to S110.

In step S109, when the display control unit 505 associates the operation information of the vehicle with the management unit and determines that the mouse is over the display of the management unit, the display control unit 505 displays the operation information of the vehicle and performs the process in S110. To migrate.

In step S110, the display control unit 505 determines whether or not the road repair history information exists. If the display control unit 505 determines that the repair history exists, the display control unit 505 shifts the process to S <b> 111, and ends the process when determining that the operation information of the vehicle does not exist.

In step S111, when the display control unit 505 associates the road repair history information with the management unit and determines that the mouse is over the display of the management unit, the display control unit 505 displays the road repair history information, End the process.

FIG. 27 is an explanatory diagram illustrating an example of a screen on which information on road conditions or information on conditions under a road surface is displayed. As shown in FIG. 27, the display control unit 505 displays a screen on which information on road conditions or information on road conditions on the road is displayed.
The vehicle operation information and the road repair history information may be displayed when the mouse is moved over the display of the management unit, or may be displayed on a separate screen.

Thus, the road flatness information, the crack information of the road, the cavity information under the road surface of the road, the accessory information installed on the road, the operation information of the vehicle, and the repair history information of the road By displaying at least one piece of information on the road in the road map for each management unit, a plurality of road state information or road surface state information is displayed on a display device such as a display. Thus, it is possible to grasp at a glance the information on the road condition or the information on the road surface under the road surface, so that it is possible to easily determine whether or not it is necessary to order road repair work.
That is, at least the road flatness information, the crack information of the road, the cavity information under the road surface, the accessory information installed on the road, the operation information of the vehicle, and the repair history information of the road Assign display elements such as colors, patterns, figures, symbols, characters, etc. to correspond to any information, and control such information to be displayed for each management unit on the road on the road map. By this, it is possible to display a plurality of road state information or information on the road surface state of the road at a glance and easily display the information. For example, the road flatness information is displayed in the color, the road crack information is displayed in the pattern, and the accessory information installed on the road is displayed as a symbol. As shown in FIG. 4, control is performed so that the information such as the color, the pattern, the symbol, and the like is displayed in a form divided by management units on the road in the road map. As a result, just looking at the information displayed on the road in this road map, for example, when the color and the pattern are displayed in a certain management unit, in the road section of the management unit, At first glance, it becomes easy to understand that there is a problem in the flatness of the road and cracks in the road, without requiring specialized knowledge.

In the present embodiment, the display control unit 505 performs control to display a plurality of road state information such as the road flatness information or information on the road surface under the road so as to be superimposed on the management unit. However, the present invention is not limited to this, and information such as the information on the plurality of road conditions or the information on the road surface under the road is divided on the road map on the road map by dividing the range of the management unit in the length direction. You may make it perform control to display. In this case, at a glance, the number of divisions in the length direction of the management unit may indicate how many problems are present in the management unit with respect to the index indicating the road condition such as road flatness and road cracks. It becomes possible to grasp at a glance.

DESCRIPTION OF SYMBOLS 100 Road condition management apparatus 500 Control means 501 Calculation part 502 Conversion part 503 Management unit information generation part 504 Reliability evaluation part 505 Display control part 530 Storage means 540 Input / output means 550 Communication means

Claims (13)

1. Management of road conditions by causing a computer to execute processing for acquiring first information and second information, which are road condition information or road surface condition information, and managing the information for each road management unit In the program
   Whether or not other information correlated with the latest information has changed significantly before and after the acquisition date and time of the latest information of at least one of the first information and the second information, and / or Determining whether or not other information correlated with the latest information is acquired after the date and time of acquisition of the latest information, and a reliability evaluation process for evaluating the reliability of the latest information, A road condition management program which is executed by a computer.
2. The latest information is road crack information,
   Other information correlated with the latest information is road flatness information, accessory information installed on the road, and road repair history information,
   The reliability evaluation process
   Whether the road flatness information has changed significantly before and after the acquisition date of the latest crack information on the road, and / or
   It is determined whether at least one of the accessory information installed on the road and the repair history information of the road is acquired after the acquisition date of the latest crack information of the road, and the crack information of the road The road condition management program according to claim 1, wherein the reliability of the road condition is evaluated.
3. In the reliability evaluation process,
   If it is determined that the road flatness of the road flatness information has changed significantly to the higher one before and after the acquisition date of the latest crack information of the road, and / or
   When it is determined that the acquisition date / time of at least one of the accessory information installed on the road and the repair history information of the road is later than the acquisition date / date of the latest crack information,
   The road condition management program according to claim 2, wherein the computer executes a process of evaluating that the reliability of the crack information on the road is low.
4. In the reliability evaluation process,
   If the reliability of the crack information on the road is evaluated as low,
   The computer is caused to execute processing that does not use crack information on the road acquired before the acquisition date and / or time of at least one of the latest accessory information installed on the road and repair history information on the road. Road condition management program.
5. The latest information is hollow information under the road surface,
   Other information correlated with the latest information is road repair history information,
   The reliability evaluation process
   It is determined whether or not the repair history information of the road has been acquired after the acquisition date of the latest cavity information under the road surface of the road, and the reliability of the cavity information under the road surface of the latest road is evaluated. The road condition management program according to claim 1.
6. In the reliability evaluation process,
   When it is determined that the acquisition date / time of the repair history information of the road is later than the acquisition date / time of the latest cavity information under the road surface, the reliability of the cavity information under the road surface is evaluated to be low. The road condition management program according to claim 5, wherein the processing is executed by a computer.
7. In the reliability evaluation process, when it is evaluated that the reliability of the cavity information under the road surface of the road is low, the cavity information under the road surface of the road acquired before the acquisition date and time of the latest repair history information of the road The road condition management program according to claim 6, which causes a computer to execute processing that is not used.
8. In the road condition management device for acquiring the first information and the second information, which are the road condition information or the information on the road surface under the road surface, and performing processing for managing each road management unit,
   Whether or not other information correlated with the latest information has changed significantly before and after the acquisition date and time of the latest information of at least one of the first information and the second information, and / or A reliability evaluation processing unit for determining whether or not other information correlated with the latest information is acquired after the acquisition date and time of the latest information and evaluating the reliability of the latest information A road condition management device characterized by comprising:
9. The latest information is road crack information,
   Other information correlated with the latest information is road flatness information, accessory information installed on the road, and road repair history information,
   The reliability evaluation processing unit
   Whether the road flatness information has changed significantly before and after the acquisition date of the latest crack information on the road, and / or
   It is determined whether at least one of the accessory information installed on the road and the repair history information of the road is acquired after the acquisition date of the latest crack information of the road, and the crack information of the road The road condition management device according to claim 8, wherein the reliability of the road condition is evaluated.
10. The latest information is hollow information under the road surface,
    Other information correlated with the latest information is road repair history information,
    The reliability evaluation processing unit
    It is determined whether or not the repair history information of the road has been acquired after the acquisition date of the latest cavity information under the road surface of the road, and the reliability of the cavity information under the road surface of the latest road is evaluated. The road condition management device according to claim 8.
11. In the road state management method for obtaining the first information and the second information and performing the management for each road management unit,
    Whether or not other information correlated with the latest information has changed significantly before and after the acquisition date and time of the latest information of at least one of the first information and the second information, and / or Then, after the acquisition date and time of the latest information, it is determined whether or not other information correlated with the latest information has been acquired, and a reliability evaluation process for evaluating the reliability of the latest information is performed. A road condition management method characterized by the above.
12. The latest information is road crack information,
    Other information correlated with the latest information is road flatness information, accessory information installed on the road, and road repair history information,
    The reliability evaluation processing unit
    Whether the road flatness information has changed significantly before and after the acquisition date of the latest crack information on the road, and / or
    It is determined whether at least one of the accessory information installed on the road and the repair history information of the road is acquired after the acquisition date of the latest crack information of the road, and the crack information of the road The road condition management method according to claim 11, wherein the reliability of the road is evaluated.
13. The latest information is hollow information under the road surface,
    Other information correlated with the latest information is road repair history information,
    The reliability evaluation processing unit
    It is determined whether or not the repair history information of the road has been acquired after the acquisition date of the latest cavity information under the road surface of the road, and the reliability of the cavity information under the road surface of the latest road is evaluated. The road condition management method according to claim 11.
    
    

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